Federal Register / Vol. 78, No. 204 / Tuesday, October 22, 2013 / Proposed Rules 62495 

standards for ceiling fans and ceiling fan light kits 

(Docket No. EERE–2012–BT–STD–0045), which is 

maintained at www.regulations.gov. This notation 

indicates that the statement preceding the reference 

was made by American Lighting Association, and 

the statement appears at page 1 of document 

number 39 in the docket. 

Furthermore, manufacturers expressed 

concern that if DOE sets overly stringent 

standards for ceiling fans, resulting 

increases in product cost could result in 

decreased shipments and a 

corresponding increase in air 

conditioner use by consumers, thereby 

potentially negating the energy savings 

of the current rulemaking. (Hunter Fan 

Company, No. 37 at p. 2) 

In light of these comments, DOE 

requests information and data from the 

public regarding the interaction between 

ceiling fans and air conditioning 

products. Although DOE welcomes any 

relevant data on this topic, section II 

(Discussion) presents questions on 

which the agency is particularly 

interested in receiving public input. 

II. Discussion 

DOE seeks information from 

interested parties on the following 

topics regarding the interaction between 

consumer use of ceiling fans and airconditioning products. Specifically, 

DOE seeks information and data on how 

use of a ceiling fan affects the way that 

consumers set the thermostat of their 

central air conditioner or the frequency 

of use of a room air conditioner. Related 

questions include: 

• What percentage of homes have a 

ceiling fan, a central air conditioner, 

room air conditioner(s), more than one 

of these products, or none of these 

products? 

• What percentage of consumers who 

own both a ceiling fan and an air 

conditioner set the thermostat 

differently when a ceiling fan is 

operating than when a ceiling fan is not 

operating? 

• What percentage of consumers who 

own both a ceiling fan and an air 

conditioner leave the thermostat at the 

same setting regardless of ceiling fan 

operation? 

• For those consumers that do adjust 

their thermostat due to a ceiling fan, 

how much do they adjust the 

thermostat, and do they adjust it warmer 

or colder? 

DOE seeks information and data on 

how use of a ceiling fan affects the 

operating duration, operating time (e.g., 

time of day or year), and energy 

consumption of an air conditioner. 

Related questions include: 

• Do consumers with both a ceiling 

fan and an air conditioner operate their 

air conditioner for a different number of 

hours than consumers that have an air 

conditioner but do not have a ceiling 

fan? If so, what is the difference in 

operating duration? 

• Do consumers with both a ceiling 

fan and an air conditioner operate their 

air conditioner at different times of day 

or in different months than consumers 

that have an air conditioner but do not 

have a ceiling fan? If so, how do these 

patterns differ? 

• Based on the results to the previous 

questions, do consumers with both a 

ceiling fan and an air conditioner use a 

different amount of energy for air 

conditioning than consumers that have 

an air conditioner but do not have a 

ceiling fan? If so, what is the difference 

in energy consumption? Does this 

difference in energy consumption vary 

by region? 

• For the above questions, are there 

differences between consumers with 

central air conditioners and consumers 

with room air conditioners? 

DOE seeks information on how ceiling 

fan ownership affects consumers’ 

decisions about purchasing air 

conditioning equipment. For example: 

• How much more or less likely are 

consumers to own or purchase an air 

conditioner if they already have a 

ceiling fan? 

• How much more or less likely are 

consumers to own or purchase a ceiling 

fan if they already have an air 

conditioner? 

• Do consumers with a ceiling fan 

purchase different numbers or sizes of 

air conditioners than consumers 

without a ceiling fan? If so, how do 

these quantities and sizes vary? 

• At what price point would 

consumers stop purchasing ceiling fans 

and purchase/use air conditioners 

instead? 

III. Public Participation 

DOE is also interested in input on 

other relevant issues that participants 

believe would affect energy 

conservation standards applicable to 

ceiling fans. DOE invites all interested 

parties to submit in writing by 

November 21, 2013, comments, 

information, and data on matters 

addressed in this notice and on other 

related matters relevant to DOE’s 

consideration of energy conservation 

standards for ceiling fans. 

After the close of the comment period, 

DOE will begin collecting data, 

conducting the analyses, and reviewing 

the public comments. These actions will 

be taken to aid in the development of 

energy conservation standards for 

ceiling fans. DOE will remain interested 

in these issues after the close of the 

comment period on this RFI, and any 

further comments, information, and data 

submitted at later stages of the 

rulemaking will be considered in the 

notice of proposed rulemaking (NOPR). 

DOE considers public participation to 

be a very important part of the process 

for developing energy conservation 

standards. DOE actively encourages the 

participation and interaction of the 

public during the comment period at 

each stage of the rulemaking process. 

Interactions with and between members 

of the public provide a balanced 

discussion of the issues and assist DOE 

in the rulemaking process. Anyone who 

wishes to be added to the DOE mailing 

list to receive future notices and 

information about this rulemaking 

should contact Ms. Brenda Edwards at 

(202) 586–2945, or via email at 

Brenda.Edwards@ee.doe.gov. 

Issued in Washington, DC, on September 

30, 2013. 

Kathleen B. Hogan, 

Deputy Assistant Secretary for Energy 

Efficiency, Energy Efficiency and Renewable 

Energy. 

[FR Doc. 2013–24612 Filed 10–21–13; 8:45 am] 

BILLING CODE 6450–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0763; Notice No. 25– 

13–07–SC] 

Special Conditions: Learjet Model 35, 

35A, 36, and 36A Airplanes; 

Rechargeable Lithium-Ion Batteries 

and Battery Systems 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Learjet Model 35, 

35A, 36, and 36A airplanes. These 

airplanes, as modified by Peregrine, 

13000 E. Control Tower Road, Unit K– 

4, Englewood, CO, 80112, will have a 

novel or unusual design feature 

associated with rechargeable lithiumion batteries and battery systems. These 

batteries have certain failure, 

operational, and maintenance 

characteristics that differ significantly 

from those of the nickel-cadmium and 

lead-acid rechargeable batteries 

currently approved for installation on 

large transport-category airplanes. The 

applicable airworthiness regulations do 

not contain adequate or appropriate 

safety standards for this design feature. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
62496 Federal Register / Vol. 78, No. 204 / Tuesday, October 22, 2013 / Proposed Rules 

These proposed special conditions 

contain the additional safety standards 

that the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

DATES: Send your comments on or 

before November 12, 2013. 

ADDRESSES: Send comments, identified 

by docket number FAA–2013–0763, 

using any of the following methods: 

• Federal eRegulations Portal: Go to 

http://www.regulations.gov/ and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE., Room W12–140, West 

Building Ground Floor, Washington, 

DC, 20590–0001. 

• Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington, DC, between 8 

a.m. and 5 p.m., Monday through 

Friday, except federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://www.regulations.gov/, 

including any personal information the 

commenter provides. Using the search 

function of the docket Web site, anyone 

can find and read the electronic form of 

all comments received into any FAA 

docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477–19478), 

as well as at http://DocketsInfo.dot.gov/ 

. 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov/ at any time. 

Follow the online instructions for 

accessing the docket or go to the Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except federal holidays. 

FOR FURTHER INFORMATION CONTACT: 

Nazih Khaouly, FAA, Airplane and 

Flight Crew Interface Branch, ANM– 

111, Transport Airplane Directorate, 

Aircraft Certification Service, 1601 Lind 

Avenue SW., Renton, Washington, 

98057–3356; telephone 425–227–2432; 

facsimile 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite interested people to take 

part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. 

We will consider all comments we 

receive on or before the closing date for 

comments. We may change these special 

conditions based on the comments we 

receive. 

Background 

On June 29, 2012, Peregrine applied 

for a supplemental type certificate for 

installing equipment that uses 

rechargeable lithium-ion battery systems 

in Learjet Model 35, 35A, 36, and 36A 

airplanes. The Learjet Model 35, 35A, 

36, and 36A airplanes are small 

transport-category airplanes powered by 

two turbojet engines, with maximum 

takeoff weights of up to 18,000 pounds. 

These airplanes operate with a two-pilot 

crew and can seat up to eight 

passengers. The Learjet Model 35, 35A, 

36, and 36A airplanes are powered by 

two Garrett TF731–2–2B engines, and 

are equipped with an emergency power 

supply and software-configurable 

avionics. 

Existing airworthiness regulations did 

not anticipate the use of lithium-ion 

batteries and battery systems on aircraft. 

Lithium-ion batteries and battery 

systems have new hazards that were not 

contemplated when the existing 

regulations were issued. In Title 14, 

Code of Federal Regulations (14 CFR) 

25.1353, the FAA provided an 

airworthiness standard for lead-acid 

batteries and nickel-cadmium batteries. 

These special conditions provide an 

equivalent level of safety as that of the 

existing regulation. The current 

regulations are not adequate for 

rechargeable lithium-battery and battery 

system installations. Additional 

lithium-battery and battery system 

special conditions are required to 

ensure the same level of safety as set 

forth by the existing regulation intended 

for other battery technology. 

Type Certification Basis 

Under the provisions of 14 CFR 21.17, 

Peregrine must show that the Learjet 

Model 35, 35A, 36, and 36A airplanes, 

as changed, continue to meet the 

applicable provisions of the regulations 

incorporated by reference in Type 

Certificate No. A10CE or the applicable 

regulations in effect on the date of 

application for the change. The 

regulations incorporated by reference in 

the type certificate are commonly 

referred to as the ‘‘original type 

certification basis.’’ The regulations 

incorporated by reference in Type 

Certificate No. A10CE are as follows: 

Title 14, Code of Federal Regulations 

part 25, effective February 1, 1965, as 

amended by Amendments 25–1, 25–2, 

25–4, 25–7, 25–18, and § 25.571(d) of 

Amendment 25–10; Special Conditions 

set forth in FAA letter to Learjet dated 

March 1, 1967; Special Conditions No. 

25–50–CE–6 dated April 18, 1973, and 

Amendment 1 dated September 18, 

1973. The certification basis for Models 

35A and 36A also includes Special 

Conditions No. 25–72–CE–8 dated 

November 3, 1976, and Amendment 1 

dated March 14, 1978. The certification 

basis for Model 35A, in addition to the 

basis listed above, includes Special 

Conditions 25–ANM–28 dated May 3, 

1989. In addition, the certification basis 

includes certain later amended sections 

of the applicable part 25 regulations that 

are not relevant to these special 

conditions. 

If the regulations incorporated by 

reference do not provide adequate 

standards regarding the change, the 

applicant must comply with certain 

regulations in effect on the date of 

application for the change. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Learjet Model 35, 35A, 36, and 

36A airplanes because of a novel or 

unusual design feature, special 

conditions are prescribed under the 

provisions of § 21.16. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the applicant apply 

for a supplemental type certificate to 

modify any other model included on the 

same type certificate, to incorporate the 

same or similar novel or unusual design 

feature, the special conditions would 

also apply to the other model under 

§ 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Learjet Model 35, 35A, 

36, and 36A airplanes must comply 

with the fuel-vent and exhaust-emission 

requirements of 14 CFR part 34, and the 

noise-certification requirements of 14 

CFR part 36. 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type-certification basis under 

§ 21.101. 

Novel or Unusual Design Features 

The Learjet Model 35, 35A, 36, and 

36A airplanes will incorporate the 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 78, No. 204 / Tuesday, October 22, 2013 / Proposed Rules 62497 

following novel or unusual design 

features: a Mid-Continent MD835–5 

Emergency Power Supply that uses a 

rechargeable lithium-ion battery and 

battery system. Lithium-ion batteries 

and battery systems have certain failure, 

operational, and maintenance 

characteristics that differ significantly 

from those of the nickel-cadmium and 

lead-acid rechargeable batteries. 

Rechargeable lithium-ion batteries and 

battery systems are considered to be a 

novel or unusual design feature in 

transport-category airplanes, with 

respect to the requirements in 14 CFR 

25.1353. 

Discussion 

The current regulations governing 

installation of batteries in large 

transport-category airplanes were 

derived from Civil Air Regulations 

(CAR) part 4b.625(d) as part of the recodification of CAR 4b that established 

14 CFR part 25 in February 1965. The 

new battery requirements, 

§ 25.1353(c)(1) through (c)(4), basically 

reworded the CAR requirements. 

Increased use of nickel-cadmium 

batteries in small airplanes resulted in 

increased incidents of battery fires and 

failures which led to additional 

rulemaking affecting large transportcategory airplanes as well as small 

airplanes. On September 1, 1977 and 

March 1, 1978, the FAA issued 

§ 25.1353(c)(5) and (c)(6), respectively, 

governing nickel-cadmium battery 

installations on large transport-category 

airplanes. 

The proposed use of lithium-ion 

batteries and battery systems for 

equipment and systems on the Learjet 

Model 35, 35A, 36, and 36A airplanes 

has prompted the FAA to review the 

adequacy of these existing regulations. 

Our review indicates that the existing 

regulations do not adequately address 

several failure, operational, and 

maintenance characteristics of lithiumion batteries and battery systems that 

could affect the safety and reliability of 

the MD835–5 Emergency Power Supply 

installations. 

At present, commercial aviation has 

limited experience with use of 

rechargeable lithium-ion batteries and 

battery systems in applications 

involving commercial aviation. 

However, other users of this technology, 

ranging from wireless telephone 

manufacturers to the electric-vehicle 

industry, have noted potential hazards 

with lithium-ion batteries and battery 

systems. These problems include 

overcharging, over-discharging, and 

flammability of cell components. 

1. Overcharging 

In general, lithium-ion batteries and 

battery systems are significantly more 

susceptible to internal failures that can 

result in self-sustaining increases in 

temperature and pressure (i.e., thermal 

runaway) than their nickel-cadmium or 

lead-acid counterparts. This condition is 

especially true for overcharging, which 

causes heating and destabilization of the 

components of the cell, leading to the 

formation (by plating) of highly unstable 

metallic lithium. The metallic lithium 

can ignite, resulting in a self-sustaining 

fire or explosion. Finally, the severity of 

thermal runaway, due to overcharging, 

increases with increasing battery 

capacity due to the higher amount of 

electrolyte in large batteries. 

2. Over-Discharging 

Discharge of some types of lithiumion batteries and battery systems, 

beyond a certain voltage (typically 2.4 

volts), can cause corrosion of the 

electrodes of the cell, resulting in loss 

of battery capacity that cannot be 

reversed by recharging. This loss of 

capacity may not be detected by the 

simple voltage measurements 

commonly available to flightcrews as a 

means of checking battery status—a 

problem shared with nickel-cadmium 

batteries. 

3. Flammability of Cell Components 

Unlike nickel-cadmium and lead-acid 

batteries, some types of lithium-ion 

batteries and battery systems use liquid 

electrolytes that are flammable. The 

electrolyte can serve as a source of fuel 

for an external fire, if there is a breach 

of the battery container. 

The problems lithium-ion battery and 

battery-system users experience raise 

concern about the use of these batteries 

in commercial aviation. The intent of 

the proposed special conditions is to 

establish appropriate airworthiness 

standards for lithium-ion battery 

installations in the Learjet Model 35, 

35A, 36, and 36A airplanes and to 

ensure, as required by §§ 25.1309 and 

25.601, that these lithium-ion batteries 

and battery systems are not hazardous 

or unreliable. To address these 

concerns, these special conditions adopt 

the following requirements: 

• Those sections of 14 CFR 25.1353 

that are applicable to lithium ion 

batteries. 

• The flammable fluid fire protection 

requirements of 14 CFR 25.863. In the 

past, this rule was not applied to 

batteries of transport category airplanes, 

since the electrolytes used in lead-acid 

and nickel-cadmium batteries are not 

flammable. 

• New requirements to address the 

hazards of overcharging and overdischarging that are unique to lithium 

ion batteries. 

• New maintenance requirements to 

ensure that batteries used as spares are 

maintained in an appropriate state of 

charge. 

These special conditions are similar 

to lithium-ion batteries and battery 

systems special conditions adopted for 

numerous other aircraft, including 

Boeing Model 787 (72FR57842; October 

11, 2007). 

Applicability 

As discussed above, these special 

conditions are applicable to the Learjet 

Model 35, 35A, 36, and 36A airplanes. 

Should Peregrine apply at a later date 

for a supplemental type certificate to 

modify any other model included on 

Type Certificate No. A10CE, to 

incorporate the same novel or unusual 

design feature, the special conditions 

would apply to that model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplanes. It is not a rule of general 

applicability and it affects only the 

applicant who applied to the FAA for 

approval of these features on the 

airplane. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701, 

44702, 44704. 

The Proposed Special Conditions 

Accordingly, the Federal Aviation 

Administration (FAA) proposes the 

following special conditions as part of 

the type certification basis for the 

Learjet Model 35, 35A, 36, and 36A 

airplanes modified by Peregrine. 

These proposed special conditions 

require that (1) all characteristics of the 

rechargeable lithium-ion batteries and 

battery systems, and their installation, 

that could affect safe operation of the 

Learjet Model 35, 35A, 36, and 36A 

airplanes, are addressed, and (2) 

appropriate Instructions for Continued 

Airworthiness, which include 

maintenance requirements, are 

established to ensure the availability of 

electrical power, when needed, from the 

batteries. 

The FAA proposes that the following 

special conditions apply to all 

rechargeable lithium-ion batteries and 

battery systems on Learjet Model 35, 

35A, 36, and 36A airplanes, in lieu of 


tkelley on DSK3SPTVN1PROD with PROPOSALS
62498 Federal Register / Vol. 78, No. 204 / Tuesday, October 22, 2013 / Proposed Rules 

the requirements of § 25.1353(b)(1) 

through (b)(4) at Amendment 25–113: 

Rechargeable lithium-ion batteries 

and battery systems on Learjet Model 

35, 35A, 36, and 36A airplanes must be 

designed and installed as follows: 

1. Safe cell temperatures and 

pressures must be maintained during 

any foreseeable charging or discharging 

condition, and during any failure of the 

charging or battery monitoring system 

not shown to be extremely remote. The 

rechargeable lithium-ion batteries and 

battery systems must preclude 

explosion in the event of those failures. 

2. Design of the rechargeable lithiumion batteries and battery systems must 

preclude the occurrence of selfsustaining, uncontrolled increases in 

temperature or pressure. 

3. No explosive or toxic gases emitted 

by any rechargeable lithium-ion 

batteries and battery systems in normal 

operation, or as the result of any failure 

of the battery charging system, 

monitoring system, or battery 

installation that is not shown to be 

extremely remote, may accumulate in 

hazardous quantities within the 

airplane. 

4. Installations of rechargeable 

lithium-ion batteries and battery 

systems must meet the requirements of 

§ 25.863(a) through (d). 

5. No corrosive fluids or gases that 

may escape from any lithium-ion 

batteries and battery systems may 

damage surrounding structure or any 

adjacent systems, equipment, or 

electrical wiring of the airplane in such 

a way as to cause a major or more severe 

failure condition, in accordance with 

§ 25.1309(b) and applicable regulatory 

guidance. 

6. Each lithium-ion battery and 

battery system must have provisions to 

prevent any hazardous effect on 

structure or essential systems caused by 

the maximum amount of heat the 

battery can generate during a short 

circuit of the battery or of its individual 

cells. 

7. Rechargeable lithium-ion batteries 

and battery systems must have a system 

to automatically control the charging 

rate of the battery, so as to prevent 

battery overheating or overcharging, 

and: 

i. A battery-temperature sensing and 

over-temperature warning system with a 

means for automatically disconnecting 

the battery from its charging source in 

the event of an over-temperature 

condition, or, 

ii. A battery-failure sensing and 

warning system with a means for 

automatically disconnecting the battery 

from its charging source in the event of 

battery failure. 

8. Any rechargeable lithium-ion 

batteries and battery systems, the 

function of which are required for safe 

operation of the airplane, must 

incorporate a monitoring and warning 

feature that will provide an indication 

to the appropriate flight crewmembers 

whenever the state-of-charge of the 

batteries has fallen below levels 

considered acceptable for dispatch of 

the airplane. 

9. The Instructions for Continued 

Airworthiness required by § 25.1529 

must contain maintenance requirements 

to assure that the lithium-ion batteries 

are sufficiently charged at appropriate 

intervals specified by the battery 

manufacturer and the equipment 

manufacturer of the rechargeable 

lithium-ion battery or rechargeable 

lithium-ion battery system. This is 

required to ensure that rechargeable 

lithium-ion batteries and battery 

systems will not degrade below 

specified ampere-hour levels sufficient 

to power the aircraft system, for 

intended applications. The Instructions 

for Continued Airworthiness must also 

contain procedures for the maintenance 

of batteries in spares storage to prevent 

the replacement of batteries with 

batteries that have experienced 

degraded charge-retention ability or 

other damage due to prolonged storage 

at a low state of charge. Replacement 

batteries must be of the same 

manufacturer and part number as 

approved by the FAA. Precautions 

should be included in the Instructions 

for Continued Airworthiness 

maintenance instructions to prevent 

mishandling of the rechargeable 

lithium-ion batteries and battery 

systems, which could result in shortcircuit or other unintentional impact 

damage caused by dropping or other 

destructive means. 

Note 1: The term ‘‘sufficiently charged’’’ 

means that the battery will retain enough of 

a charge, expressed in ampere-hours, to 

ensure that the battery cells will not be 

damaged. A battery cell may be damaged by 

lowering the charge below a point where the 

battery experiences a reduction in the ability 

to charge and retain a full charge. This 

reduction would be greater than the 

reduction that may result from normal 

operational degradation. 

Note 2: These special conditions are not 

intended to replace § 25.1353(b) at 

Amendment 25–113 in the certification basis 

for Learjet Model 35, 35A, 36, and 36A 

airplanes. These special conditions apply 

only to rechargeable lithium-ion batteries and 

battery systems and their installations. The 

requirements of § 25.1353(b) at Amendment 

25–113 remain in effect for batteries and 

battery installations on Learjet Model 35, 

35A, 36, and 36A airplanes that do not use 

rechargeable lithium-ion batteries. 

Issued in Renton, Washington, on 

September 19, 2013. 

Ross Landes, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–24727 Filed 10–21–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2013–0708; Airspace 

Docket No. 13–AWP–11] 

Proposed Establishment of Class E 

Airspace, Amendment of Class D and 

Class E Airspace, and Revocation of 

Class E Airspace; Salinas, CA 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

establish Class E airspace and modify 

Class E airspace at Salinas, CA, to 

accommodate aircraft departing and 

arriving under Instrument Flight Rules 

(IFR) at Salinas Municipal Airport. This 

action also would remove Class E 

airspace designated as surface area. The 

geographic coordinates of the airport 

also would be adjusted in the respective 

Class D and Class E airspace areas. This 

action, initiated by the biennial review 

of the Salinas airspace area, would 

enhance the safety and management of 

aircraft operations at the airport. 

DATES: Comments must be received on 

or before December 6, 2013. 

ADDRESSES: Send comments on this 

proposal to the U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590; telephone (202) 

366–9826. You must identify FAA 

Docket No. FAA–2013–0708; Airspace 

Docket No. 13–AWP–11, at the 

beginning of your comments. You may 

also submit comments through the 

Internet at 

http://www.regulations.gov. 

FOR FURTHER INFORMATION CONTACT: 

Eldon Taylor, Federal Aviation 

Administration, Operations Support 

Group, Western Service Center, 1601 

Lind Avenue SW., Renton, WA 98057; 

telephone (425) 203–4537. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

Interested parties are invited to 

participate in this proposed rulemaking 


tkelley on DSK3SPTVN1PROD with PROPOSALS